Tour the Lab

Sample Arrives
Your samples arrive at one of our two labs via Express Post Courier or via our branch network through our Finning Parts Express trucking system, or our drop box located outside each lab.

Registration
Upon arriving at the lab the samples are opened and registered into the lab's information management system. The information which you have provided regarding your name and location, the machine and compartment being sampled, the oil information, and other details are carefully transferred into the system from the test request form. In the case of samples which have been pre-registered using the Equipment Commander-Oil Commander website the print label that is produced is scanned automatically entering all information you have entered into our system.

Viscometer
The first step in the analytical process is to determine the viscosity of the used oil at both 40 and 100 degrees C. The viscosity is measured using a computer controlled viscometer. This is a very important initial step as the viscosity of the used fluid should still be in the same range as it was when the fluid was new. If a substantial variance in these viscosity readings is noted it is the first indication that a problem may exist.

Flash Test and GC (Gas Chromatography)
If a viscosity drop in an engine oil sample has occurred or if any other condition is noted that could suggest fuel dilution, the oil will be heated in a flash tester to determine whether excessive fuel is present or it will be injected into a GC where quantitative and qualitative report values for fuel dilution content are obtained. Excessive fuel dilution can destroy the ability of the oil to form a protective film and connecting rod bearing damage is likely.

Sputter Test
Next the sample is checked for water by placing a small amount of oil onto a constant temperature hotplate. If water is present the water will begin to boil and will form bubbles within a few seconds. Water does not act as a good lubricant and even relatively small amounts can interfere with the oil's ability to form a protective film between moving parts.

Water is one of the two most widespread and destructive contaminants in lubricants, second only to solid particulate contamination. Damage resulting from water contamination is not as immediately noticeable as it is from particle contamination but, it can be more systemic. Water found in lubricants can enter in a number of ways and will be present in the form of dissolved, emulsified (suspended as the internal phase of a water-oil emulsion) or free water. Water can gain access to lubricant systems through improper vents, defective seals or other housing openings, from internal heat exchangers or oil coolers that are leaky or corroded. Water is a normal combustion product, and blow-by exhaust gases from combustion processes can sometimes enter lubricant systems.

New lubricants may be contaminated with some level of water when they are delivered from the manufacturer. Water can exist in new oil as a result of refining, manufacturing or blending operations. Water can also be introduced from inadequate transport procedures, handling practices or storage conditions from the supplier. Bulk delivered lubricants will be more susceptible to this than drum supplied lubricants.

The presence of water in oil can cause corrosion, excessive wear, and premature failure to lubricated metal surfaces. Water can act directly on metal surfaces and it also impairs lubricant effectiveness. Presence of water can also modify the physical properties of the oil. Since the viscosity of water does not increase with pressure like that of lubricants, water in oil can decrease the effective lubricant viscosity resulting in insufficient elastohyrodynamic film thickness and inadequate fluid-film strength. An increase of oxidation is also caused by water. Lubricant additive properties can also be affected by water. Water changes the solubilization characteristics of the lubricant. Some additives may become de-solubilized which contributes to sludge formation. Other additives may be preferentially solubilized by water and washed out. Water can also react with some additives making them chemically unavailable and transforming them into harmful materials such as acids or sludge.

Antifreeze Test
water is present in a cooled compartment it may be the result of a leak from the cooling system. Since antifreeze acts to oxidize oil very rapidly, it takes only a small amount to cause sludge in the oil to the point that mechanical failure will occur. This ASTM Wet Chemical Test for Antifreeze is used to detect the presence of antifreeze in your oil. When hot water and the various chemicals are blended with some of your oil sample the water fraction will turn a magenta color if antifreeze is present as it has on the sample on the right. If none is detected the water will remain clear as it has on the sample on the left. The only acceptable amount of antifreeze in an oil sample is none at all.

Infrared Analysis
The next stage of the process involves checking oil condition through the use of an Infrared Spectrometer. The analysis will report absorbance units of soot, oxidation, nitration and sulfation. This method performs its calculations on the neat used oil spectrum. This practice covers the use of FT-IR in monitoring additive depletion, contaminant buildup and base stock degradation. Your engine oils are checked for the soot loading which has occurred in addition to chemical changes of Oxidation and Sulfation (diesel engines) and Nitration and Oxidation (gas engines). Due to the nature of their application hydraulic and transmission oil samples are checked for Oxidation only.

Soot particles result from the incomplete combustion of fuel and since they are too small to be removed by the filter, remain suspended in the oil. Soot builds up continuously until it reaches an unacceptable level, that level depends on the type of engine and lubricant. Diesel oils tolerate higher soot levels than gasoline oils. The rate of soot build up depends on engine design, type of fuel and operating conditions. A high soot value may indicate poor combustion due to incorrect fuel/air ratio, a clogged air filter or an over-extended oil change period.

Degradation products include oxidation, nitration and sulfation. The objective of this monitoring activity is to diagnose the operational condition of the machine based on fault conditions observed in the oil. Measurement and data interpretation parameters are presented to allow operators of different FT-IR spectrometers to compare results by employing the same techniques.

Oxidation degradation happens when oil is exposed to oxygen from the air at elevated temperatures which causes the oil to oxidize into a variety of compounds. The majority of these compounds are carbonyl compounds, including carboxylic acids. Carboxylic acids contribute to acidity of the oil, depleting the basic additives present in oil and contributing to corrosion. Oxidation can also increase the viscosity of the oil. The degree of oxidation is a good indicator of oil degradation. A rapid increase in oxidation may indicate an engine overheating or a depletion of the anti-oxidation additive due to an over-extended oil change period.

Nitrogen oxides, produced from the oxidation of atmospheric nitrogen during the combustion process, react with oil. Nitration increases the viscosity of the oil and is a major cause of build-up varnish or lacquer. A high nitration value, also known as NOx or nitro-oxidation, indicates incorrect fuel/air ratio, incorrect spark timing, excessive loads, low operating temperature or piston ring blow-by.

Sulfur oxides are produced by the combustion of sulfur compounds present in fuel. These oxides react with water, also produced by the combustion process to form sulfuric acid. The sulfuric acid is neutralized by the oil's basic additives, forming inorganic sulfates. A rapid increase in the sulfate value may indicate the use of a high sulfur content fuel, poor combustion, over-cooling or the rapid depletion of anti-wear additive.

Emission Spectrometer
We use ICP-OES (inductively coupled plasma optical emission spectrometry) to perform elemental analysis. The spectrometer determines elements in a sample by subjecting the oil to very high temperatures. At these temperatures the elements in the samples are 'atomized' with each emitting a different wave length of light energy. An optical system measures and records the light energy and calculates the results in ppm (parts per million) for each element.

We supply the following 21 elements:

Particle Counter
While the emission spectrometer is a highly accurate instrument for measuring normal wear, it is not effective for detecting the larger debris that would be produced by bearing and gear fatigue in geared compartments such as power shift transmissions, differentials and final drives. Furthermore, it can not quantify in a meaningful fashion the amount of solid oil contaminants that will lead to accelerated wear. In order to detect this larger debris the lab carries out a limited particle count on non engine components. The sample is analyzed using a laser diode on the particle counter. The particle counter measure the amount of debris contained in the oil in eight size ranges from >4 to >50 microns. The ISO cleanliness code is also calculated. The actual particle count and subsequent ISO Cleanliness Code are compared to the target code for the system. If the actual cleanliness level of a system is worse than the desired target, corrective action is recommended. Different mechanical systems have distinct levels of cleanliness that are required for optimum life and minimum component wear. Contaminants, when present in a system, accelerate wear, reduce efficiency, increase operating costs, and can cause significant downtime.

Microscopic Inspection Optional Test
The oil is filtered through a 5 micron patch for microscopic examination and identification of the debris. A picture is taken to be included with the fluid analysis report.

Other Optional Test
Samples which require optional tests such as Total Base Number (TBN), Total Acid Number (TAN) and Karl Fischer Water determination (KFW) are moved to the titration area for this part of the analysis.

TBN (Total Base Number) - This optional test covers the determination of the base number in petroleum products by titration with perchloric acid. This test method covers fresh oils and used oils. This method determines the reserve alkalinity of a lubricant. The base number is an indicator of the oil's ability to neutralize acidic compounds formed by oxidation processes. Oil changes are indicated when the base number reaches a predetermined level for a given lubricant and application.

TAN - (Total Acid Number) - This optional test covers the determination of the total acid number in petroleum products by titration with potassium hydroxide. The TAN of oils will change due to additive depletion, oxidation, and nitration. This test is to give some indication of the degree of oxidation and nitration that has taken place. This test method covers new and used oils. This method determines the amount of acidity in a lubricant. New and used oils may contain acidic compounds which are present as additives or as degradation products. The acid number is used to track the oxidative degradation of oil in service. Oil changes are indicated when the acid number reaches a predetermined level for a given lubricant and application. A sudden increase in the acid number may be indicative of abnormal operating conditions.

KFW - (Karl Fischer Water) - Measure of moisture in the oil. Water does not act as a good lubricant and even relatively small amounts can interfere with the oil's ability to form a protective film between moving parts.

Interpretation
Following completion of this analytical process, data is reviewed by a team of trained interpreters. The purpose of interpreting samples is to give insight into overall compartment condition based on the relation of test results to one and other. With these results we also provide different ranges of service advice based on the severity of contamination, oil condition or wear of components. Results are generally mailed, e-mailed, faxed or phoned into customer, based on urgency and convenience for the customer. The relationship of test results when associated to one and other can give significant insight into narrowing down trouble areas in a component. Based on guidelines, machine profiles wear tables and historical data, interpreters can point out areas of concern and advise you on what actions need to be taken. Extending oil use is also a function of interpretation and can be acceptable under a strict sampling schedule combined with diligent preventative maintenance practices.

Fuel Analysis (Long and Short Test)
The long test's primary purpose of fuel analysis is to detect problems which will effect engine performance which have occurred in fuel since it left the refinery gate. Provides overview of fuel condition. Ideal for fuel in long term storage or where contamination is suspected. Indicates solids contamination, flash point, water content, fuel deterioration, fuel storage stability, viscosity, ASTM colour and density. The Short test Provides an overview of fuel properties. Indicates flash point, viscosity, density, ASTM colour, odor, water content and spectrographic analysis for wear, contaminant and additive metals.

Flash Point
Important characteristics such as viscosity and flash point are measured in the same manner as with oil samples. In addition characteristics such as overall appearance and odour are evaluated.

ASTM Colour
Other fuel characteristics such as ASTM colour are measured.

Fuel Contamination
The amount of solid contamination contained in the fuel is measured by filtering the fuel through a membrane and recording the resulting weight gain.

Fuel Stability
Finally, fuel stability is calculated by artificially aging the fuel through the use of heat and oxygen to simulate the effects of continued storage.

Determination of micro-organisms in fuel
The test will determine if fungus or mold is present but will not determine the type or degree on contamination. A positive or negative result will be ascertained.

Coolant Analysis (Level 1 & Level 2)
50% of engine failures or poor performance incidents are related to cooling system problems. Often, an issue develops in a cooled oil system that is caused by an underlying cooling system problem. The oil compartment may be “fixed” but the root cause of the problem is not identified. This will lead to shortened component life.

Level 1 – Basic coolant condition analysis includes glycol concentration, pH, SCA content, visual analysis and odour analysis.

Level 2 – Diagnostic analysis of cooling system condition includes full Level 1 analysis, metal corrosion rates, resistance to galvanic corrosion, scaling potential, contaminants and acid potential to pit metal. We hope that you have enjoyed this tour of our Fluid Analysis Lab. For additional information, please contact us.